重载机车与102车钩系统的相互作用关系

Interactions research between heavy haul locomotive and 102 coupler system

针对某型重载机车与102型车钩,对102型车钩在直线与曲线上的稳钩机理及其与重载机车的相互作用关系进行了理论分析,并运用建立的双机重联动力学模型,计算分析了重载机车与102车钩系统在直线、曲线上的动态运行性能.结果表明:在直线上,当纵向压钩力增加时,车钩挡肩能够限制车钩偏转,维持机车-车钩系统的稳定,使得机车车体与转向架相对位移以及轮轴横向力基本保持不变;在曲线上,连挂车钩后端处车体与车钩的相对转角大于前端,将造成连挂车钩后端挡肩先与前从板发生接触,而前端仍处在自由角范围内,且曲线半径越小,使连挂车钩后端前从板达到临界转动状态的纵向压钩力越大.机车通过400, 800 m半径曲线时,随着纵向压钩力的增加,连挂车钩后端处轮轴横向力随之增大,而前端处轮轴横向力随之减小;机车通过300 m半径曲线时,机车车体与前转向架二系止挡发生刚性接触,随着纵向压钩力的增加,连挂车钩后端处轮轴横向力明显增大,而前端处轮轴横向力基本保持不变.

As the formation and axle load of heavy haul train increase,interactions between locomotive and coupler draft gears further aggravate,especially under brake condition,the running safety of heavy haul train is threatened seriously due to the excessive lateral wheelset force caused by the instability of coupler.Therefore,how the 102 coupler exerts its stabilizing effect under huge longitudinal compressive force is essential to be studied thoroughly.Aimed at a certain type of heavy haul train and 102 coupler,the stability mechanism of 102 coupler on straight and curve line was analyzed theoretically in this paper,as well as the interactions between the coupler and the locomotive.Then,the dynamic operation performance of the heavy haul locomotive-coupler system on straight and curve line was calculated using the established double-unit locomotive dynamics model.The results show that coupler shoulder could limit the rotation of coupler effectively and maintain the stability of the heavy haul locomotive-coupler system,therefore the relative displacement of car body and bogie and the lateral wheelset force could remain unchanged basically when the coupler longitudinal compressive force increases on straight line.On curve line,the relative rotation angle between car body and coupler located on the rear end of coupling coupler is larger than the front end,which would cause that the shoulders of both end of the coupling coupler would not come into contact with the front follower simultaneously,that is,the shoulder located on the rear end of coupling coupler will be contacted with the front follower firstly,while the front end of coupling coupler is still in the range of free angle,moreover,the smaller radius of curve is,the larger longitudinal compressive force will be when the front follower of the rear end of coupling coupler reaches the critical rotation status,which is because that the secondary stop would withstand larger lateral force to maintain the heavy haul locomotive-coupler system stable.When the locomotives negotiate through 400 and 800 m radius curve,the secondary stop of the bogies work in elastic state,the lateral wheelset force at the rear end of coupling coupler increases with the increasing of coupler longitudinal compressive force,while the lateral wheelset force at the front-end decreases.When the locomotives negotiate through 300 m radius curve,the car body of the locomotive is in rigid contact with the secondary stop of the front bogie,the motion of the locomotive relative to the front bogie would be constrained,in this case,the increases of the coupler longitudinal compressive force would cause that the lateral wheelset force at the rear end of coupling coupler increases significantly,however,the lateral wheelset force at the front end remains the same basically.